JP7127428B2 - fuel cell system - Google Patents

Description

The present invention relates to fuel cell systems.

A known fuel cell system includes a fuel cell unit including a plurality of fuel cells connected in parallel (see, for example, Patent Document 1).

JP 2012-160336

The output performance of fuel cells generally deteriorates as the period of use increases. Therefore, the content of control of the fuel cell may be changed according to the output performance, and it is preferable to acquire the output performance of the fuel cell as needed. Here, the output performance of the fuel cell is significantly reflected in the output when the output of the fuel cell is large. Therefore, when the output of the fuel cell is large, the accurate output performance of the fuel cell can be obtained. However, depending on the required output of the fuel cell unit, the output of the fuel cell may also be maintained at a low level, and the frequency of obtaining accurate output performance of the fuel cell may decrease.

Accordingly, it is an object of the present invention to provide a fuel cell system that ensures the frequency of obtaining accurate output performance of the fuel cell.

The above object includes a fuel cell unit including first and second fuel cells connected in parallel, a supply system for supplying a reaction gas to the fuel cell unit, and a required output for obtaining a required output for the fuel cell unit. an acquisition unit, a supply system control unit that controls the supply system so that the output of the fuel cell unit becomes the required output, a determination unit that determines whether a predetermined condition is satisfied, and the first fuel cell and a performance acquisition unit that acquires the output performance of the supply system control unit, when it is determined that the predetermined condition is satisfied, than when it is determined that the predetermined condition is not satisfied. executing first power generation control for controlling the supply system such that the output of the first fuel cell increases and the output of the second fuel cell decreases, and the performance acquisition unit executes the first power generation control obtaining the power performance of the first fuel cell in the fuel cell system, wherein the predetermined condition includes that the rate of increase of the required power is less than a first threshold .

According to the above configuration, the output performance of the first fuel cell is obtained by increasing the output of the first fuel cell and decreasing the output of the second fuel cell when the predetermined condition is satisfied. Therefore, the frequency of obtaining accurate output performance of the first fuel cell is ensured.

The predetermined condition may include that a speed of increase in accelerator opening of a vehicle equipped with a motor for running driven by the fuel cell unit is less than a second threshold.

The predetermined condition may include that an accelerator opening of a vehicle equipped with a running motor driven by the fuel cell unit is less than a third threshold.

The predetermined condition includes that a predetermined section is excluded from the predicted route on which the vehicle equipped with the driving motor driven by the fuel cell unit is predicted to travel, and the predetermined section is an expressway. It may include an entrance, an entrance of a motorway, and at least one of a section where the uphill slope of the road is a predetermined value or more and a section where the rate of increase of the uphill road is a predetermined value or more.

A route acquisition unit that acquires the predicted route from the navigation device in which the destination is set may be provided.

A route acquisition unit that acquires the predicted route from a storage unit that stores routes traveled by the vehicle in the past may be provided.

The predetermined conditions are that the output performance of the first fuel cell has not been acquired since the fuel cell system was started, that the accumulated operating time of the fuel cell system exceeds a predetermined time, and that the fuel cell system is operated. It may include at least one of a mileage of the vehicle equipped with the fuel cell exceeding a predetermined distance, and a predetermined time elapsed since the previous output performance of the first fuel cell was obtained. .

The predetermined condition may include that the temperature of the first fuel cell falls within a predetermined range.

The performance acquisition unit acquires the output performance of the second fuel cell, and the supply system control unit determines that the predetermined condition is satisfied after the performance acquisition unit acquires the output performance of the first fuel cell. If so, the supply system is controlled so that the output of the second fuel cell increases and the output of the first fuel cell decreases compared to when it is determined that the predetermined condition is not met. and the performance acquisition unit may acquire the output performance of the second fuel cell during execution of the second power generation control.

a history acquisition unit that acquires the operation history of the first fuel cell; and a transmission unit that transmits the operation history and output performance of the first fuel cell to an external storage device arranged outside the fuel cell system. You may prepare.

a history acquisition unit for acquiring operation histories of the first and second fuel cells; and a transmission unit for transmitting to an external storage device arranged outside.

It is possible to provide a fuel cell system that ensures the frequency of obtaining accurate output performance of the fuel cell.

FIG. 1 is a configuration diagram of a vehicle equipped with a fuel cell system. FIG. 2 is a graph showing changes in the IV curve as the output performance of the fuel cell decreases. FIG. 3 is a flowchart showing an example of output performance acquisition control. FIG. 4 is a timing chart when output performance acquisition control is executed. FIG. 5 is a flowchart showing an example of output performance acquisition control of the first modified example. FIG. 6 is a flowchart showing an example of output performance acquisition control according to the second modification. FIG. 7 is a flowchart showing an example of output performance acquisition control according to the third modification. FIG. 8 is a flowchart showing an example of output performance acquisition control according to the fourth modification. FIG. 9 is a configuration diagram of a vehicle equipped with a modified fuel cell system.

FIG. 1 is a configuration diagram showing a vehicle 1 equipped with a fuel cell system and an external server 100. As shown in FIG. The fuel cell system installed in the vehicle 1 is equipped with an ECU (Electronic Control Unit) 60 , which will be described later in detail. The ECU 60 wirelessly transmits predetermined data to the external server 100 via a transmission unit 90 . do.

[Configuration of fuel cell system]
As shown in FIG. 1, a fuel cell system mounted on a vehicle 1 includes fuel cell stacks (hereinafter simply referred to as stacks) 20a and 20b, air compressors 30a and 30b, a fuel tank 40, boost converters 50a and 50b, an inverter 52, an ECU 60, a navigation device 70, a transmission unit 90, and the like. Each of the stacks 20a and 20b generates power by being supplied with the oxidant gas and the fuel gas. Each of the stacks 20a and 20b is formed by laminating a plurality of solid polymer electrolyte type single cells. Stacks 20a and 20b are identical stacks and have the same rated output. Stacks 20a and 20b are examples of fuel cell units, and also examples of first and second fuel cells, respectively, connected in parallel with each other.

Air compressors 30a and 30b supply air containing oxygen as oxidant gas to stacks 20a and 20b through air pipes 32a and 32b, respectively. The fuel tank 40 stores hydrogen gas as fuel gas, and the fuel gas is supplied to the stacks 20a and 20b via a fuel pipe 42 that is connected to the fuel tank 40 and branched on the way. More specifically, injectors 44a and 44b are provided at a portion of the fuel pipe 42 branched to the stack 20a side and a portion of the fuel pipe 42 branched to the stack 20b side, and the injectors 44a and 44b are driven. The flow rate of the fuel gas that is adjusted and supplied to the stacks 20a and 20b is adjusted. The air compressors 30a and 30b and the injectors 44a and 44b are an example of a supply system for supplying reaction gas to the stacks 20a and 20b. Piping (not shown) for discharging the oxidant off-gas and the fuel off-gas is connected to each of the stacks 20a and 20b.

A cooling water supply pipe 22a and a cooling water discharge pipe 24a are connected to the stack 20a. Cooling water is supplied through the cooling water supply pipe 22a and discharged through the cooling water discharge pipe 24a. Similarly, a cooling water supply pipe 22b and a cooling water discharge pipe 24b are connected to the stack 20b, and cooling water is supplied through the cooling water supply pipe 22b and discharged through the cooling water discharge pipe 24b. Although not shown, the cooling water supply pipes 22a and 22b and the cooling water discharge pipes 24a and 24b form part of a circulation path through which the cooling water circulates. A radiator is placed to promote heat dissipation. Temperature sensors 26a and 26b for detecting the temperature of the cooling water are provided near the stack 20a of the cooling water discharge pipe 24a and near the stack 20b of the cooling water discharge pipe 24b, respectively.

Boost converters 51 a and 51 b respectively adjust the DC power from stacks 20 a and 20 b and output it to inverter 52 . The inverter 52 converts the DC power output from the boost converters 51 a and 51 b into three-phase AC power and supplies the three-phase AC power to the motor 54 . The motor 54 drives the wheels 19 to make the vehicle 1 run.

The ECU 60 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The ECU 60 is electrically connected to the ignition switch 11, the accelerator opening sensor 13, the temperature sensors 26a and 26b, the injectors 44a and 44b, and the boost converters 50a and 50b. The ECU 60 activates or deactivates the fuel cell system mounted on the vehicle 1 according to the ON/OFF state of the ignition switch 11 . The ECU 60 calculates the accelerator opening, which is the opening of the accelerator pedal operated by the driver, based on the detected value of the accelerator opening sensor 13 . The ECU 60 converts the detected values of the temperature sensors 26a and 26b into temperatures of the stacks 20a and 20b, respectively, and acquires them. ECU 60 controls the electric power supplied to inverter 52 from each of boost converters 50a and 50b by controlling boost converters 50a and 50b. A navigation device 70 is electrically connected to the ECU 60 . The navigation device 70 incorporates a storage device in which map data is stored, and a GPS (Global Positioning System) receiver for acquiring position information of the vehicle 1 .

The ECU 60 calculates the required output for the entire stacks 20a and 20b based on the electric power required to drive the motor 54 and the electric power required to drive auxiliary equipment such as the air compressors 30a and 30b. The electric power required to drive the motor 54 is calculated according to the accelerator opening. Further, the ECU 60 controls the rotational speeds of the air compressors 30a and 30b and the opening/closing of the injectors 44a and 44b so that the total output of the stacks 20a and 20b becomes the required output. The ECU 60 constitutes a supply system control unit that controls the supply system so that the output to the stacks 20a and 20b becomes the required output. In this specification, the "required output" means not the individual required output of the stacks 20a and 20b but the required output of the stacks 20a and 20b as a whole, that is, the required output of the fuel cell unit. Also, in this specification, the term "output" means the output power generated by the power generation of the stack. Further, the ECU 60 executes output performance acquisition control for acquiring each output performance of the stacks 20a and 20b, which will be described later in detail. The output performance acquisition control is executed by a required output acquisition section, a supply system control section, a determination section, a performance acquisition section, a history acquisition section, and a transmission section which are functionally implemented by the CPU, ROM, and RAM of the ECU 60 .

[External server]
The external server 100 is an example of an external storage device arranged outside the fuel cell system. The external server 100 receives and stores data including the output performance and driving history of each of the stacks 20a and 20b transmitted from the ECU 60, which will be described later in detail.

[Stack output performance]
FIG. 2 is a graph showing changes in the IV curve as the output performance of the fuel cell decreases. The vertical axis in FIG. 2 indicates voltage, and the horizontal axis indicates current. FIG. 2 shows IV curves iv1 and iv2. IV curves iv1 and iv2 are curves obtained by plotting the output voltage and output current of the fuel cell, respectively. The upper limit current value Im is a preset upper limit value within a range in which the output current of the fuel cell can be controlled. Also, the lower limit voltage value Vm is a preset lower limit value of the range in which the output voltage of the fuel cell can be controlled.

As shown in FIG. 2, generally, as the output of the fuel cell increases, the output current increases and the output voltage decreases. Also, the IV curve iv1 indicates higher output performance than the IV curve iv2. Here, the lower the output performance of the fuel cell, the greater the decrease in output voltage with respect to the increase in output current. For example, as shown in FIG. 2, when the output current of the fuel cell is controlled to the upper limit current value Im, the difference between the voltage values V1 and V2 indicated by the IV curves iv1 and iv2 is smaller than the upper limit current value Im. It is larger than the difference in voltage value corresponding to the current value. Further, for example, as shown in FIG. 2, the difference between the current values I1 and I2 indicated by the IV curves iv1 and iv2 when the output voltage of the fuel cell is controlled to the lower limit voltage value Vm is also greater than the lower limit voltage value Vm. greater than the difference in current value corresponding to a large voltage value. In this way, the output performance of the fuel cell is reflected more remarkably as the output increases. Therefore, the accurate output performance of the fuel cell can be obtained by obtaining the output performance in a state where the output is large. In this embodiment, the ECU 60 increases the output of one of the stacks 20a and 20b and decreases the output of the other when a predetermined condition is satisfied, and obtains the output performance of the one stack whose output has been increased. Execute acquisition control. Details are given below.

[Output performance acquisition control]
FIG. 3 is a flowchart showing an example of output performance acquisition control. This flowchart is repeatedly executed by the ECU 60 at regular intervals. First, the ECU 60 acquires a required output (step S1). The ECU 60 acquires the required output calculated based on the electric power required to drive the motor 54 and auxiliary equipment as described above. However, since most of the requested output is electric power required to drive the motor 54, for example, the ECU 60 may calculate and obtain the requested output based on the magnitude of the accelerator opening. The processing of step S1 is an example of processing executed by the requested output acquisition unit that acquires the requested outputs to the stacks 20a and 20b.

Next, it is determined whether or not the output performances of both the stacks 20a and 20b have been obtained since the fuel cell system was started (step S3). Whether or not the output performance of the stacks 20a and 20b has been acquired is determined by referring to an output performance acquisition flag, which will be described later. Whether or not the fuel cell system is activated can be grasped from the state of the ignition switch 11 . The fact that the output performance of the stacks 20a and 20b has not been acquired since the fuel cell system was started up is an example of a predetermined condition for executing first and second power generation controls, which will be described later.

[Normal power generation control]
If the output performance of both the stacks 20a and 20b has been obtained since the fuel cell system was started (Yes in step S3), the ECU 60 adjusts the stacks 20a and 20b so that the total output of the stacks 20a and 20b becomes the required output. , are controlled to be substantially the same (step S21). Specifically, the driving of the air compressors 30a and 30b and the injectors 44a and 44b is adjusted so that each flow rate of the fuel gas supplied to the stacks 20a and 20b is controlled to be substantially the same and supplied to the stacks 20a and 20b. Each flow rate of the oxidant gas is also controlled substantially the same.

[Request output judgment]
If the output performance of at least one of the stacks 20a and 20b has not been acquired since the fuel cell system was started (No in step S3), the ECU 60 determines whether the required output is equal to or greater than a predetermined value α ( step S5). The predetermined value α is stored in the ROM of the ECU 60 in advance. The predetermined value α is a value equal to or greater than the output required to execute steps S13a and 15a and steps S13b and S15b, which will be described later. In this embodiment, the predetermined value α is a value larger than the rated output of each of the stacks 20a and 20b. If the required output is less than the predetermined value α (No in step S5), the ECU 60 executes normal power generation control (step S21).

[Increase speed judgment]
If the requested output is greater than or equal to the predetermined value α (Yes in step S5), the ECU 60 acquires the rate of increase of the requested output (step S7), and determines whether or not the rate of increase of the requested output is less than the first threshold value β. (step S9). The first threshold value β is set in the ROM of the ECU 60 in advance. The ECU 60 acquires the increase speed of the required output, for example, as follows. The ECU 60 calculates the required output based on the accelerator opening, the drive state of the auxiliary equipment, other driving conditions of the vehicle 1, etc., and further calculates the amount of change per unit time from the calculated actual required output. This amount of change is acquired as the rate of increase in the required output. That the rate of increase in the required output is less than the first threshold value β is an example of a predetermined condition for executing first and second power generation controls, which will be described later.

If the rate of increase in the required output is greater than or equal to the first threshold value β (No in step S9), the ECU 60 performs normal power generation control (step S21). That is, when the rate of increase in the required output is greater than or equal to the first threshold β, the outputs of both stacks 20a and 20b are increased. Here, as described above, the required output includes not only the power required to drive the motor 54 but also the other accessories, but most of the required output is the power required to drive the motor 54 . Therefore, when the speed of increase in the required output is greater than or equal to the first threshold value β, it means that the speed of increase in the amount of electric power required to drive the motor 54 is large. if requested. In such a case, by increasing the outputs of both the stacks 20a and 20b, the actual outputs of the stacks 20a and 20b are prevented from delaying in response to the required outputs. This ensures drivability.

When the rate of increase in the required output is less than the first threshold value β (Yes in step S9), the ECU 60 determines whether or not the output performance of the stack 20a has been acquired (step S11). Specifically, the ECU 60 makes this determination by referring to the output performance acquisition flag of the stack 20a that is switched from OFF to ON when the output performance of the stack 20a is acquired after the fuel cell system is activated. Note that the order of steps S5, S7, and S9 is not limited to the case described above.

[First generation control]
When the output performance of the stack 20a has not been acquired (No in step S11), the ECU 60 executes first power generation control (step S13a). In the first half of the first power generation control, the output of the stack 20a is increased and the output of the stack 20b is decreased more than when normal power generation control is executed under the same required output. In the second half of the first power generation control, the output of the stack 20a, which was increased in the first half of the first power generation control, is gradually decreased, and the output of the stack 20b, which was decreased in the first half of the first power generation control, is gradually increased, Each output of 20a and 20b is controlled to return to the output in the normal power generation state. These outputs are controlled by adjusting the driving of the air compressors 30a and 30b and the injectors 44a and 44b. Specifically, in the first half of the first power generation control, the flow rates of the fuel gas and oxidant gas supplied to the stack 20a are increased, and the flow rates of the fuel gas and oxidant gas supplied to the stack 20b are decreased. . In the second half of the first power generation control, the flow rates of the fuel gas and oxidant gas supplied to the stack 20a are gradually decreased, and the flow rates of the fuel gas and oxidant gas supplied to the stack 20b are gradually increased. In this embodiment, the output of the stack 20a is increased until the output current of the stack 20a reaches the upper limit current value Im in the first half of the first power generation control, and the output of the stack 20a returns to the original output in the second half of the first power generation control. is lowered back to Further, the output of the stack 20b during that period is increased/decreased so that the total output of the stacks 20a and 20b is the required output.

[Obtaining Output Performance of Stack 20a]
Next, the ECU 60 acquires the output performance of the stack 20a during execution of the first power generation control (step S15a). Specifically, the ECU 60 multiplies the actual output voltage value of the stack 20a when the output current of the stack 20a reaches the upper limit current value Im by the upper limit current value Im to calculate the output power. The ECU 60 obtains this output power as an index indicating the current output performance of the stack 20a, and specifically stores it in the RAM of the ECU 60. FIG. The output voltage calculated by multiplying the upper limit current value Im by the corresponding output voltage value corresponds to the maximum output that the stack 20a can output at this time. In this way, the ECU 60 obtains the output performance of the stack 20a during execution of the first power generation control in which the output of the stack 20a is increased compared to when the normal power generation control is executed, thereby obtaining an accurate output performance of the stack 20a. Output performance can be obtained.

Note that when the output performance of the stack 20a is acquired, the output performance acquisition flag of the stack 20a described above is switched from off to on. In addition, the output performance of the stack 20a acquired in the output performance acquisition control executed last time may be updated to the output performance acquired this time, or the output performance acquired this time separately from the output performance acquired last time may be updated. may be stored in the RAM of the ECU 60. The processing of step S15a is an example of processing executed by the performance acquisition unit that acquires the output performance of the stack 20a.

Further, as described above, when the rate of increase in the required output is less than the first threshold value β, the first power generation control is executed. Here, unlike the case where the increase speed of the required output is equal to or higher than the first threshold value β, the case where the required output increase speed is less than the first threshold value β is an operation in which high responsiveness of the actual output to the required output is not required. state. For example, this is the case where the vehicle 1 is traveling at a constant speed on a paved road that is flat and has no slope. In such a case, by increasing the output of the stack 20a and decreasing the output of the stack 20b, the frequency of obtaining the output performance of the stack 20a is ensured while suppressing the influence on drivability.

[Acquisition of accumulated operating time of stack 20a]
Next, the ECU 60 acquires the accumulated operating time of the stack 20a (step S17a). The accumulated operating time of the stack 20a is the total time during which the stack 20a is generating power. Here, the CPU of the ECU 60 always counts the time during which the output of the stack 20a is requested while the fuel cell system is being started, and calculates the accumulated operating time. The cumulative operating time is updated and stored in the RAM. The CPU of the ECU 60 obtains from the RAM the accumulated operating time of the stack 20a at the time when the output performance of the stack 20a is obtained. Here, the cumulative operation time of the stack 20a is an example of an operation history that affects the output performance of the stack 20a. This is because the output performance of the stack 20a tends to decrease as the accumulated operating time of the stack 20a increases. The processing of step S17a is an example of processing executed by the history acquisition unit that acquires the driving history of the stack 20a.

[Data transmission of stack 20a]
Next, the ECU 60 wirelessly transmits the acquired data including the output performance and accumulated operating time of the stack 20a to the external server 100 via the network (step S19a). The external server 100 stores data including the output performance and cumulative operating time transmitted by the ECU 60 . Accordingly, by accessing the external server 100, for example, it is possible to grasp the relationship between the latest output performance of the stack 20a and the accumulated operating time. The processing of step S19a is an example of processing executed by a transmission unit that wirelessly transmits the operation history of the stack 20a and the output performance of the stack 20a to the external server 100 arranged outside the fuel cell system. Note that instead of the external server 100, a cloud server connected to a network may be used as an external storage device.

[Second power generation control]
After transmitting the data including the output performance of the stack 20a and the accumulated operating time to the external server 100, the ECU 60 executes the processes from step S1 onward again. If the ECU 60 has not acquired the output performance of the stack 20b after the fuel cell system has been started, a negative determination is made in step S3, and the ECU 60 executes the processes after step S5. After going through steps S5, S7, and S9, if it is determined as Yes in step S11, the ECU 60 executes the second power generation control (step S13b). In the second power generation control, as in the first power generation control, the output of the stack 20b is increased and the output of the stack 20a is decreased in the first half of the second power generation control, and the output of the stack 20b is decreased in the second half of the second power generation control. The output is gradually lowered and the output of the stack 20a is gradually increased, and finally each output of the stacks 20a and 20b is controlled to return to the output in the normal power generation state. In the second power generation control, as in the first power generation control, the output of the stack 20b is increased until the output current of the stack 20b reaches the upper limit current value Im in the first half of the second power generation control. , the output of stack 20b is lowered. Also, the output of the stack 20a during that time is controlled to increase or decrease so that the total output of the stacks 20a and 20b satisfies the required output.

[Obtaining Output Performance of Stack 20b]
Next, the ECU 60 acquires the output performance of the stack 20b (step S15b). Specifically, similar to obtaining the output performance of the stack 20a, the actual output voltage value of the stack 20b at the time when the output current of the stack 20b reaches the upper limit current value Im is multiplied by the upper limit current value Im. The calculated output power is stored in the RAM of the ECU 60 . In this manner, the ECU 60 acquires the output performance of the stack 20b during execution of the second power generation control, so it is possible to acquire accurate output performance of the stack 20b. Note that when the output performance of the stack 20b is acquired after the fuel cell system is started, the output performance acquisition flag of the stack 20b is switched from off to on. The processing of step S15b is an example of processing executed by the performance acquisition unit that acquires the output performance of the stack 20b.

[Acquisition of accumulated operating time of stack 20b]
Next, the ECU 60 acquires the accumulated operating time of the stack 20b (step S17b). Specifically, similarly to acquisition of the cumulative operating time of the stack 20b, the CPU of the ECU 60 acquires from the RAM the cumulative operating time of the stack 20b when the output performance of the stack 20b is acquired. The processing of steps S17a and S17b is an example of processing executed by the history acquisition unit that acquires the driving history of the stacks 20a and 20b.

[Data transmission of stack 20b]
Next, the ECU 60 wirelessly transmits the acquired data including the output performance and accumulated operating time of the stack 20b to the external server 100 via the network (step S19b). Accordingly, by accessing the external server 100 from an external terminal, for example, it is possible to grasp the relationship between the output performance of the stack 20b and the cumulative operating time.

When the output performance and cumulative operating time of both stacks 20a and 20b have been transmitted to the external server 100, by accessing the external server 100, the relationship between the output performance and cumulative operating time of both stacks can be grasped. The process of step S19b is an example of the process executed by the transmission unit that transmits the accumulated operating time of the stack 20b and the output performance of the stack 20b to the external server 100 described above. Also, the processing of steps S19a and S19b is an example of processing executed by a transmission unit that transmits the operation history of the stacks 20a and 20b and the output performance of the stacks 20a and 20b to the external server 100 described above. After step S19b, normal power generation control (step S21) is executed. After the ECU 60 acquires the output performance of both the stacks 20a and 20b after starting the fuel cell system, the determination in step S3 is YES, and the ECU 60 executes normal power generation control (step S21).

The ECU 60 can change the control of each of the stacks 20a and 20b according to the output performance of each of the stacks 20a and 20b thus obtained. For example, if the output performance of the stack 20a is lower than the output performance of the stack 20b, the output of the stack 20b may be increased to compensate for the drop in the output of the stack 20a. Also, the output performance of the stacks 20a and 20b may be displayed in a manner that the driver can understand, for example, on a display in the vehicle. For example, the output performance of stacks 20a and 20b may be indicated as the maximum output of the sum of stacks 20a and 20b, or whether the output performance is good or degraded. Further, when the output performance of at least one of the stacks 20a and 20b is significantly low, the LIM lamp may be used to notify the driver of the fact and prompt repair or replacement. If the difference in output performance between the stacks 20a and 20b is large, and the required output is equal to or less than the maximum output of the stack with the higher output performance among the stacks 20a and 20b, the stack with the higher output performance is preferentially used. You may As a result, the frequency of use of stacks with low output performance can be suppressed, and further deterioration in output performance of stacks with lowered output performance can be suppressed.

When the ECU 60 acquires the output performance of the stacks 20a and 20b, the output performance acquisition flags of the stacks 20a and 20b are switched to ON, so the determination in step S3 is NO. When the ignition is turned off, the ECU 60 turns off the output performance acquisition flags of the stacks 20a and 20b.

It should be noted that unlike the present embodiment, the following problems may occur if the first or second power generation control is executed even when the rate of increase in the required output is equal to or greater than the first threshold value β. If, for example, the first power generation control is to be executed when the rate of increase in the required output is greater than or equal to the first threshold value β, the output of the stack 20a must be rapidly increased. However, in practice, the output of the stack 20a cannot be rapidly increased, and there is a possibility that the actual output of the stacks 20a and 20b will be delayed in response to the requested output. Even if the rotational speed of the air compressor 30a that supplies the oxidant gas to the stack 20a is rapidly increased, the flow rate of the oxidant gas that is actually supplied to the stack 20a is rapidly increased due to the resistance of the oxidant gas. Because it is difficult to let In addition, even if the flow rate of the oxidant gas is rapidly increased, the drying of the electrolyte membrane may progress and the output performance may be temporarily lowered. Therefore, by executing the first or second power generation control when the rate of increase in the required output is less than the first threshold value β as in the present embodiment, the output of the stack 20a or 20b is reduced without causing the above-described response delay. performance can be obtained.

In this embodiment, when the output performance of both the stacks 20a and 20b has not been obtained after the fuel cell system is started (No in step S3), the first and second power generation controls can be executed, but this is not the only option. not. For example, the cumulative operating time of the fuel cell system has exceeded a predetermined time, the traveling distance of the vehicle 1 has exceeded a predetermined distance, and the elapsed time since the previous output performance of either stack 20a or 20b was obtained. has exceeded a predetermined period of time. Here, when the output performance of one of the stacks 20a and 20b is obtained, the output of one of the stacks 20a and 20b is increased. . For this reason, it is preferable to set the above-described predetermined condition by comparing and considering ensuring the frequency of obtaining the output performance and suppressing the decrease in fuel consumption.

In this embodiment, the accumulated operating time of the stacks 20a and 20b has been described as an example of the operating history of the fuel cell, but the present invention is not limited to this. For example, the operation history of the stack 20a may be at least one of the cumulative start count, the cumulative stop count, and the cumulative start count when the outside temperature is below freezing. This is because the output performance of the stack 20a tends to decrease as the cumulative operating time increases, or as the cumulative number of starts or stops increases. This is also because the ice that has solidified in the cells of the stack 20a is more likely to affect the performance of the electrolyte membrane as the number of start-ups when the outside air temperature is below the freezing point increases. It is preferable that such a driving history is acquired by various sensors and stored in the RAM of the ECU 60 at any time. For example, the cumulative start count and cumulative stop count can be calculated by counting the number of times the ignition switch 11 is turned on and off. The cumulative number of starts when the outside temperature is below freezing can be calculated by counting the number of cases where the outside temperature detected by the outside temperature sensor indicates below freezing when the ignition switch 11 is turned on.

In this embodiment, the ECU 60 separately transmits data including the output performance and cumulative operating time of the stack 20a and data including the output performance and cumulative operating time of the stack 20b. After the acquisition of , the data including the output performance of both and the consecutive history of both may be transmitted at once. Further, the ECU 60 may transmit the accumulated operating time of the stacks 20a and 20b as needed, and transmit the output performance when the output performance of either of the stacks 20a and 20b is acquired. That is, the timing of data transmission is not limited.

In steps S13a and S13b and S15a and S15b, the ECU 60 acquires the output performance in a state where the output current of the stack is controlled to the upper limit current value Im, but the present invention is not limited to this. For example, the ECU 60 multiplies the output current value in a state where the output voltage of the stack is controlled to the lower limit voltage value Vm and the lower limit voltage value Vm, and obtains the output power obtained by this as the output performance. may In either case, the ECU 60 obtains the output performance in a state where the output of the stack is controlled to be the maximum output at the present time, but is not limited to this. For example, the ECU 60 controls the output current of the stack to a predetermined current value at which about 80%, preferably about 90% of the rated output of the stack is expected to be output, and the predetermined current value and the corresponding The output power obtained by multiplying by the actual output voltage value calculated may be obtained as the output performance of the stack. Similarly, the ECU 60 controls the output voltage of the stack to a predetermined voltage value at which about 80%, preferably about 90% of the rated output of the stack is expected to be output. The output power obtained by multiplying the corresponding actual output current value may be obtained as the output performance of the stack. This is because the output performance of the stack can be reflected in the output if the output is about 80% of the rated output. Therefore, the predetermined value α described above may be a value of 80% or more of the rated output of each of the stacks 20a and 20b.

Also, in this embodiment, the ECU 60 acquires the actual output power as the output performance of the stack, but the present invention is not limited to this. For example, the ECU 60 may acquire the output voltage value in a state where the output current of the stack is controlled to the upper limit current value Im as an index indicating the output performance of the stack. This is because, as shown in FIG. 2, the higher the output voltage value corresponding to the upper limit current value Im, the higher the output performance of the stack. Further, the ECU 60 may acquire the output current value in a state where the output voltage of the stack is controlled to the lower limit voltage value Vm as an index indicating the output performance of the stack. This is because, as shown in FIG. 2, the higher the output current value corresponding to the lower limit voltage value Vm, the higher the output performance of the stack.

Next, FIG. 4 is a timing chart when output performance acquisition control is executed. FIG. 4 shows changes in the required output, changes in the rate of increase in the required output, and changes in the outputs of the stacks 20a and 20b. The required output gradually increases from time t0 to time t1, but since the required output is equal to or less than the predetermined value α (No in step S5), normal power generation control (step S21) is executed. From time t1 to time t2, the required output is equal to or greater than the predetermined value α (Yes in step S5), but the rate of increase in the required output is equal to or greater than the first threshold value β (No in step S9), so normal power generation control ( Step S21) is continued. Therefore, from time t0 to time t2, the outputs of stacks 20a and 20b increase at approximately the same rate.

After time t2, the requested output continues to be equal to or greater than the predetermined value α (Yes in step S5), and the rate of increase in the requested output becomes less than the first threshold value β (Yes in step S9). Therefore, the first power generation control is executed from time t2 to time t4 (step S13a), and from time t2 to time t3 is the first half period of the first power generation control. Output is reduced. At time t3, the output of the stack 20a reaches its maximum, and the ECU 60 acquires the output performance of the stack 20a (step S15a). From time t3 to time t4, which is the latter half of the first power generation control, the output of stack 20a gradually decreases and the output of stack 20b gradually increases, and at time t4, the outputs of stacks 20a and 20b become substantially the same.

At time t4, the required output is equal to or greater than the predetermined value α (Yes in step S5), the rate of increase in the required output is less than the first threshold value β (Yes in step S9), and the output performance of the stack 20a has already been acquired. (Yes in step S11). Therefore, the second power generation control is executed from time t4 to time t6 (step S13b), and from time t4 to time t5 is the first half period of the second power generation control. decreases. At time t5, the output of the stack 20b reaches its maximum, and the ECU 60 acquires the output performance of the stack 20b (step S15b). From time t5 to time t6, which is the second half period of the second power generation control, the output of the stack 20b gradually decreases and the output of the stack 20a gradually increases, and at time t6 the outputs of the stacks 20a and 20b become substantially the same. After time t6, normal power generation control is executed (step S21).

In the second half period of the first power generation control, the output of the stack 20a gradually decreases from the maximum output. At least one of the relationship between the value and the output voltage value, the relationship between the output current value and the output power value, and the relationship between the output voltage value and the output power value may be acquired as the output performance of the stack 20a. This makes it possible to obtain the output performance of the stack 20a within a predetermined section in which the output of the stack 20a is large, and to grasp the more detailed output performance of the stack 20a. Note that the output performance of the stack 20a may be obtained by obtaining the output current value and the output voltage value of the stack 20a in the first half period of the first power generation control in which the output of the stack 20a gradually increases to the maximum output. However, in this case, during the period in which the output of the stack 20a is gradually increasing, the electrolyte membrane may be dried due to the gradual increase in the flow rate of the oxidant gas, and accurate output performance may not be obtained. . Therefore, it is preferable to acquire the output performance of the stack 20a in the second half period of the first power generation control when the output of the stack 20a gradually decreases from the maximum output. The same is true for stack 20b.

[Output performance acquisition control (first modification)]
Next, a plurality of modified examples of output performance acquisition control will be described. It should be noted that the same processing as in the output performance acquisition control described above is denoted by the same reference numerals, thereby omitting redundant description. FIG. 5 is a flowchart showing an example of output performance acquisition control of the first modified example. In the first modification, the ECU 60 acquires the accelerator opening increasing speed based on the accelerator opening sensor 13 instead of the requested output increasing speed itself (step S7a), and the accelerator opening increasing speed is the second threshold value. It is determined whether or not it is less than βa (step S9a). The second threshold value βa is set in the ROM of the ECU 60 in advance. It is an example of a predetermined condition for executing the first and second power generation control that the rate of increase of the accelerator opening is less than the second threshold value βa.

The ECU 60 acquires the rate of increase of the accelerator opening, for example, as follows. The ECU 60 acquires the accelerator opening from the accelerator opening sensor 13 at predetermined time intervals, and divides the difference between the previously acquired accelerator opening and the currently acquired accelerator opening by the predetermined time interval. This value is obtained as the speed at which the accelerator opening increases. When the value thus obtained is a negative value, it indicates that the degree of opening of the accelerator is decreasing, and when it is a positive value, it indicates that the degree of opening of the accelerator is increasing.

Here, the greater the "accelerator opening", the greater the amount of electric power to be supplied from the stacks 20a and 20b to the motor 54, that is, the greater the required output. Therefore, the higher the speed of increase of the accelerator opening, the higher the "speed of increase" of the required output. In addition, as described above, the "required output" includes not only the electric power required to drive the motor 54 but also other auxiliary equipment. The electric power component is larger than the electric power component required to drive the auxiliary machine. Therefore, the increasing speed of the accelerator opening is correlated with the increasing speed of the required output. A case where the acceleration opening degree increases rapidly is a case where the vehicle 1 is requested to start or accelerate rapidly. Further, the case where the accelerator opening is slow to increase is, for example, the case where the accelerator opening is constant and the vehicle 1 is traveling at a constant speed. It is an example of a predetermined condition for executing the first and second power generation control that the rate of increase of the accelerator opening is less than the second threshold value βa.

The rate of increase of the accelerator opening can be obtained earlier than when the rate of increase of the required output is obtained as in the present embodiment described above. The increase speed of the required output is calculated after the required output is calculated based on the degree of opening of the accelerator, the driving state of the auxiliary equipment, other driving conditions of the vehicle 1, and the like. This is because the rate of increase in the degree of opening is calculated based only on the change in the degree of accelerator opening per unit time. Therefore, the processing after step S9 can be started before the increase speed of the required output actually increases, and the processing after step S13a can be started early. As a result, the output performance can be obtained in a short period of time.

The order of steps S5, S7a, and S9a is not limited to the above. Further, both step S9a and step S9 of the present embodiment may be executed, and if both are Yes, the process after step S11 may be executed. This is because it can be accurately estimated that the increase speed of the required output is not increasing.

[Output performance acquisition control (second modification)]
FIG. 6 is a flowchart showing an example of output performance acquisition control according to the second modification. In the second modified example, the ECU 60 acquires the accelerator opening itself instead of the speed at which the accelerator opening increases (step S7b), and determines whether or not the accelerator opening is less than the third threshold value βb (step S9b). . When the accelerator opening is less than the third threshold βb, the first or second power generation control can be executed, but when the accelerator opening is not less than the third threshold βb, the normal power generation control is executed. That the accelerator opening is less than the third threshold value βb is an example of a predetermined condition for executing the first and second power generation controls.

When the accelerator opening is less than the third threshold value βb, that is, when the accelerator opening is small, it can be estimated that the increase speed of the required output is also small. A small accelerator opening indicates that the amount of depression of the accelerator pedal is small, and it is difficult to imagine that the accelerator pedal will be operated to increase the rate of increase in the accelerator opening when the amount of depression is small. is. Further, when the accelerator opening is large, the required output itself is large, and it can be estimated that the increase speed of the required output tends to be large. This is because a large accelerator opening indicates that the amount of depression of the accelerator pedal is large, and it is conceivable that the accelerator pedal may be operated from a small amount of depression to a large amount of depression in a short period of time. Thus, the processing load of the ECU 60 can be reduced by acquiring the accelerator opening itself instead of the increasing speed of the accelerator opening.

Note that the order of steps S5, S7b, and S9b is not limited to the case described above. Further, step S9b and at least one of steps S9 and 9a may be executed, and if Yes in either process, the process after step S11 may be executed.

[Output performance acquisition control (third modification)]
FIG. 7 is a flowchart showing an example of output performance acquisition control according to the third modification. In the third modification, the ECU 60 acquires a predicted route that the vehicle 1 is predicted to travel within a predetermined period of time, for example, within one minute from the current location (step S7c), It is determined whether or not there is (step S9c). If the predetermined section is excluded from the predicted route, the first or second power generation control can be executed, but if the predicted route includes the predetermined section, normal power generation control is executed. . Exclusion of a predetermined section from the predicted route is an example of a predetermined condition for executing the first and second power generation controls.

Here, the above-mentioned predetermined sections are the entrance of an expressway, the entrance of a motorway, the section where the upward slope of the road is a predetermined value or more, and the section where the rate of increase of the upward slope of the road is a predetermined value or more. be. If these sections are included in the predicted route, it can be estimated that the increase speed of the required output is high. Here, the expressway entrance is, for example, an ETC (automatic toll collection system) gate or a toll booth. For example, if the predicted route includes an entrance to an expressway, the vehicle 1 will be stopped when entering an ETC gate from a general road, or after the vehicle 1 is temporarily stopped at a toll gate from a general road and the toll is paid. , the vehicle 1 is rapidly accelerated and the increase speed of the required output is predicted to increase. The same is true when entering a motorway from a general road. In addition, in sections where the uphill gradient of the road is equal to or greater than a predetermined value, it is predicted that the increase speed of the required output will increase when the vehicle 1 enters such a steep section. It is expected that the speed of increase in the required output will also increase in sections where the rate of increase in the uphill slope of the road is equal to or greater than a predetermined value.

The predetermined section includes either the entrance of an expressway, the entrance of a motorway, a section where the upward gradient of the road is equal to or greater than a predetermined value, or a section where the rate of increase of the upward gradient of the road is equal to or greater than a predetermined value. There may be. Sections where the upslope of the road is more than a predetermined value often include sections where the rate of increase in the upslope of the road is more than the predetermined value, and sections where the rate of increase of the upslope of the road is more than the predetermined value. This is because, in many cases, roads include sections where the uphill gradient is equal to or greater than a predetermined value. In addition, it is expected that the increase speed of the required output will be further increased by including both the section where the upslope of the road is a predetermined value or more and the section where the increase rate of the upslope of the road is a predetermined value or more in the predetermined section. Intervals can be estimated with high accuracy.

The predicted route may be obtained from the navigation device 70 in which the destination is set. When a destination is set in the navigation device 70, the navigation device 70 allows the vehicle 1 to travel based on the set destination, the current location obtained by the GPS receiver, and the stored map data. This is because it calculates a route suitable for Further, if the RAM of the ECU 60 stores a travel history indicating the traveled route of the vehicle 1, the predicted route may be obtained based on such a travel history. Further, based on the average vehicle speed of the vehicle 1, the speed limit of the route on which the vehicle 1 is predicted to travel, and the like, a predicted route that the vehicle 1 is predicted to travel within a predetermined period from the current location may be acquired.

As described above, the case where the predicted route predicted to travel by the vehicle 1 within one minute from the current location is acquired has been described as an example, but the present invention is not limited to this. The predicted route may be, for example, within 3 minutes, within 5 minutes, within 7 minutes, or within 10 minutes from the current location. These periods are preferably determined in consideration of the time required to execute the first and second power generation controls and obtain the respective output performances of the stacks 20a and 20b. That is, if it takes time to obtain the output performance of the stacks 20a and 20b, it is preferable that this period is long.

Note that the order of steps S5, S7c, and S9c is not limited to the case described above. Further, step S9c and at least one of steps S9, S9a, and S9b may be executed, and if Yes in any of the processes, the processes after step S11 may be executed.

[Output performance acquisition control (fourth modification)]
FIG. 8 is a flowchart showing an example of output performance acquisition control according to the fourth modification. Unlike the output performance acquisition control of the present embodiment described above, the output performance acquisition control of the fourth modification is implemented by a temperature acquisition section and a temperature determination section that are functionally implemented by the ECU 60 . If the output performance of the stack 20a has not been acquired (No in step S11), the ECU 60 acquires the temperature of the stack 20a based on the output value from the temperature sensor 26a (step S121a), and the temperature is within the predetermined temperature range. (step S122a). The predetermined temperature range may be, for example, 50°C to 80°C or 60°C to 70°C.

When the temperature of the stack 20a does not fall within the predetermined temperature range (No in step S122a), the ECU 60 executes normal power generation control (step S21). is executed (step S13a), and the output performance of the stack 20a is obtained (step S15a). Therefore, the ECU 60 acquires the output performance of the stack 20a under substantially constant temperature conditions. Therefore, the ECU 60 acquires the output performance of the stack 20a under conditions in which the influence on the output performance caused by the temperature change of the stack 20a is suppressed. Moreover, if the temperature of the stack 20a is too low, the amount of condensed water generated in the stack 20a increases, which may temporarily reduce the output performance of the stack 20a. Moreover, if the temperature of the stack 20a is too high, the inside of the stack 20a may become dry and the output performance of the stack 20a may temporarily decline. The ECU 60 acquires the output performance of the stack 20a by excluding such temperature conditions that may temporarily lower the output performance. As described above, the ECU 60 can obtain an accurate output performance of the stack 20a. That the temperature of the stack 20a falls within a predetermined range is an example of a predetermined condition for executing the first power generation control.

Likewise for the stack 20b, if the output performance of the stack 20a has already been acquired (Yes in step S11), the ECU 60 acquires the temperature of the stack 20b based on the output value of the temperature sensor 26b (step S121b), and it is determined whether or not the temperature is within a predetermined temperature range (step S122b). Note that the temperature range in step S122a and the temperature range in step S122b are preferably the same. This is to make the temperature conditions substantially the same when the ECU 60 acquires the output performance of each of the stacks 20a and 20b. That the temperature of the stack 20b falls within a predetermined range is an example of a predetermined condition for executing the second power generation control.

[Configuration of fuel cell system (modification)]
A modified fuel cell system will be described. FIG. 9 is a configuration diagram of a vehicle 1a equipped with a modified fuel cell system. In the modified fuel cell system, unlike the present embodiment, a single air compressor 30c is provided instead of the two air compressors 30a and 30b. The air compressor 30c is larger than either of the air compressors 30a and 30b, and can supply the stacks 20a and 20b with a flow rate of oxidant gas substantially equal to the sum of the maximum flow rates of the oxidant gas by the air compressors 30a and 30b. One end of the air pipe 32c is connected to the air compressor 30c, and the air pipe 32c branches into two on the way, and the other two ends are connected to the stacks 20a and 20b, respectively. The oxidant gas is supplied from the air compressor 30c to the stacks 20a and 20b through this air pipe 32c.

Valves 34a and 34b are provided at two branched portions of the air pipe 32c, respectively. The ECU 60 adjusts the opening degrees of the valves 34a and 34b. The flow rate of the oxidant gas supplied to each of the stacks 20a and 20b is controlled by adjusting the opening degrees of the valves 34a and 34b. The air compressor 30c, the valves 34a and 34b, and the injectors 44a and 44b are an example of a supply system that supplies reactant gases to the stacks 20a and 20b.

For example, when the normal power generation control is switched to the first power generation control, the opening degrees of the valves 34a and 34b are substantially the same in the normal power generation control, but the opening degree of the valve 34a increases and the opening degree of the valve 34b decreases. This is done by switching to the state That is, the first power generation control is executed by controlling the opening degrees of the valves 34a and 34b without changing the rotational speed of the air compressor 30c. Similarly, switching from the normal power generation control to the second power generation control is performed by adjusting the opening degrees of the valves 34a and 34b. As a result, it is not necessary to change the rotation speed of the air compressor 30c in order to execute the first or second power generation control.

[others]
Although the above embodiments and modifications include two stacks 20a and 20b connected in parallel, it may include three or more stacks connected in parallel. Also in this case, when the rate of increase of the required output is high, the outputs of all stacks are controlled to be substantially the same, and when the rate of increase of the required output is low, the output of at least one stack is increased, and The power output of the remaining stacks may be reduced to obtain the power performance of the stack with increased power. As a result, the frequency of obtaining the output performance of the stack is ensured when the required output increase speed is low while suppressing the response delay of the actual output when the required output increase speed is high.

The stacks 20a and 20b in the above embodiments and modifications have the same rated output, but are not limited to this. When the rated outputs of the stacks 20a and 20b are different, in normal power generation control, the ratio of the output to the rated output of the stack 20a and the ratio of the output to the rated output of the stack 20b are controlled to be substantially the same. . In the first power generation control, control may be performed such that the ratio of the output to the rated output of the stack 20a is increased and the ratio of the output to the rated output of the stack 20b is decreased compared to the normal power generation state.

In the above embodiments and modifications, the data including the operation history and output performance of the stacks 20a and 20b are transmitted to the external server 100 by wireless transmission, but the transmission is not limited to wireless transmission. For example, when the vehicle 1 is repaired at a factory or the like, an information processing terminal such as a computer arranged outside the vehicle 1 via a cable connected to the ECU 60 includes the operation history and output performance of the stacks 20a and 20b. data may be sent.

Although the fuel cell system is mounted on the vehicle in the above embodiments and modifications, the present invention is not limited to this. For example, it may be a stationary fuel cell system. Moreover, the vehicle may be not only an automobile but also a two-wheeled vehicle, a railroad vehicle, a ship, an aircraft, or the like. Further, the vehicle 1 may be a hybrid vehicle capable of using both the motor 54 and the internal combustion engine for driving.

Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and variations can be made within the scope of the gist of the present invention described in the scope of claims. Change is possible.

Reference Signs List 1, 1a vehicle 11 ignition switch 13 accelerator opening sensor 20a, 20b fuel cell stack (fuel cell unit, first and second fuel cells)
22a, 22b cooling water supply pipes 24a, 24b cooling water discharge pipes 26a, 26b temperature sensors 30a, 30b, 30c air compressors 32a, 32b, 32c air pipes (supply system)
34a, 34b valve (supply system)
40 fuel tank (supply system)
42 fuel pipe (supply system)
44a, 44b Injectors 50a, 50b Boost converter 52 Inverter 54 Motor 60 ECU (required output acquisition unit, supply system control unit, determination unit, performance acquisition unit, history acquisition unit, transmission unit)
70 navigation devices

Claims (11)

a fuel cell unit including first and second fuel cells connected in parallel;
a supply system for supplying reaction gas to the fuel cell unit;
a required output acquisition unit that acquires a required output to the fuel cell unit;
a supply system control unit that controls the supply system so that the output of the fuel cell unit becomes the required output;
a determination unit that determines whether a predetermined condition is satisfied;
a performance acquisition unit that acquires the output performance of the first fuel cell,
When it is determined that the predetermined condition is satisfied, the supply system control unit increases the output of the first fuel cell and increases the output of the second fuel cell more than when it is determined that the predetermined condition is not satisfied. executing a first power generation control that controls the supply system so as to reduce the output of the fuel cell;
The performance acquisition unit acquires the output performance of the first fuel cell during execution of the first power generation control ,
The fuel cell system , wherein the predetermined condition includes that the speed of increase of the required output is less than a first threshold . 2. The fuel cell system according to claim 1 , wherein said predetermined condition includes that a speed of increase in accelerator opening of a vehicle equipped with a motor for running driven by said fuel cell unit is less than a second threshold. 3. The fuel cell system according to claim 1, wherein said predetermined condition includes that an accelerator opening of a vehicle equipped with a running motor driven by said fuel cell unit is less than a third threshold. The predetermined condition includes that a predetermined section is excluded from a predicted route on which a vehicle equipped with a driving motor driven by the fuel cell unit is predicted to travel,
3. The predetermined section includes an entrance of an expressway, an entrance of a motorway, and at least one of a section having an upward gradient of a road equal to or greater than a predetermined value and a section having an upward gradient increase rate equal to or greater than a predetermined value. 4. The fuel cell system according to any one of 1 to 3 . 5. The fuel cell system according to claim 4 , further comprising a route acquisition unit that acquires the predicted route from a navigation device in which a destination is set. 5. The fuel cell system according to claim 4 , further comprising a route acquisition unit that acquires the predicted route from a storage unit that stores routes traveled by the vehicle in the past. The predetermined conditions are that the output performance of the first fuel cell has not been acquired since the fuel cell system was started, that the accumulated operating time of the fuel cell system exceeds a predetermined time, and that the fuel cell system is operated. including at least one of a mileage of the vehicle equipped with the fuel cell exceeding a predetermined distance, and a predetermined time elapsed since the previous output performance of the first fuel cell was obtained. Item 7. The fuel cell system according to any one of items 1 to 6 . 8. The fuel cell system according to any one of claims 1 to 7 , wherein said predetermined condition includes that the temperature of said first fuel cell falls within a predetermined range. The performance acquisition unit acquires the output performance of the second fuel cell,
The supply system control unit determines that the predetermined condition is not satisfied when it is further determined that the predetermined condition is satisfied after the performance obtaining unit obtains the output performance of the first fuel cell. executing a second power generation control for controlling the supply system so that the output of the second fuel cell increases and the output of the first fuel cell decreases more than in the case of
9. The fuel cell system according to any one of claims 1 to 8 , wherein said performance acquisition unit acquires the output performance of said second fuel cell during execution of said second power generation control. a history acquisition unit that acquires an operation history of the first fuel cell;
10. The fuel cell system according to any one of claims 1 to 9 , further comprising a transmission section for transmitting the operating history and output performance of said first fuel cell to an external storage device arranged outside said fuel cell system. a history acquisition unit that acquires operation histories of the first and second fuel cells;
a transmitting unit configured to transmit the operating history of the first and second fuel cells and the output performance of the first and second fuel cells to an external storage device arranged outside the fuel cell system; 10. The fuel cell system of claim 9 .

Images